U.S. patent number 7,722,006 [Application Number 11/588,630] was granted by the patent office on 2010-05-25 for catch device of a lengthwise adjustment mechanism of a motor vehicle seat with two pairs of rails.
This patent grant is currently assigned to C. Rob. Hammerstein GmbH & Co. KG. Invention is credited to Burkhard Becker, Wilfried Beneker.
United States Patent |
7,722,006 |
Beneker , et al. |
May 25, 2010 |
Catch device of a lengthwise adjustment mechanism of a motor
vehicle seat with two pairs of rails
Abstract
A catch device of a lengthwise adjustment mechanism of a motor
vehicle seat comprises a first pair of rails and a second pair of
rails, each having a bottom rail and a seat rail. A first detent
ledge is associated with the bottom rail and comprises first detent
openings and first detent webs. A first stopper unit is disposed in
proximity to the first detent ledge and cooperates therewith,
comprises two stopper teeth for engaging the first detent openings
independently of one another and for disengaging therefrom together
and is associated with the seat rail of the first pair of rails. A
second detent ledge is associated with the bottom rail of the
second pair of rails and comprises second detent openings and
second detent webs. A second stopper unit is disposed in proximity
to the second detent ledge and cooperates therewith, comprises a
stopper means for engaging and disengaging the second detent
openings and is associated with the seat rail of the second pair of
rails. An actuation unit has a hand lever and comprises actuator
means through which the hand lever is connected to the two stopper
units for common actuation of the stopper units. The second stopper
unit has only one stopper means, which is a coherent part and is
either in or out of engagement with at least one second detent
opening.
Inventors: |
Beneker; Wilfried (Leichlingen,
DE), Becker; Burkhard (Solingen, DE) |
Assignee: |
C. Rob. Hammerstein GmbH & Co.
KG (Solingen, DE)
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Family
ID: |
37964255 |
Appl.
No.: |
11/588,630 |
Filed: |
October 27, 2006 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20070095596 A1 |
May 3, 2007 |
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Foreign Application Priority Data
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Oct 27, 2005 [DE] |
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10 2005 051 726 |
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Current U.S.
Class: |
248/424; 74/535;
74/527; 297/344.1; 248/430; 248/429 |
Current CPC
Class: |
B60N
2/0893 (20130101); B60N 2/0818 (20130101); B60N
2/0875 (20130101); B60N 2/0806 (20130101); B60N
2/0843 (20130101); Y10T 74/20636 (20150115); Y10T
74/20684 (20150115) |
Current International
Class: |
F16M
13/00 (20060101) |
Field of
Search: |
;74/525,526,535-538
;248/419,420,423,429,430 ;297/311,344.1 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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408932 |
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Jun 1990 |
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EP |
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1316466 |
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Oct 2002 |
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EP |
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Primary Examiner: Ridley; Richard W
Assistant Examiner: Diaz; Thomas
Attorney, Agent or Firm: McCarter & English, LLP
Claims
What is claimed is:
1. A safety lock catch device of a lengthwise adjustment mechanism
of a motor vehicle seat, the lengthwise adjustment mechanism
comprising a first pair of rails and a second pair of rails, each
having a bottom rail and a seat rail; and the catch device
comprising: a first detent ledge that is associated with the bottom
rail of the first pair of rails and comprises first detent openings
and first detent webs, a first stopper unit that is disposed in
proximity to the first detent ledge and cooperates therewith, that
comprises at least two stopper teeth for engaging the first detent
openings independently of one another and for disengaging therefrom
together and that is associated with the seat rail of the first
pair of rails, a second detent ledge that is associated with the
bottom rail of the second pair of rails and that comprises second
detent openings and second detent webs, a second stopper unit that
is disposed in proximity to the second detent ledge and cooperates
therewith, that comprises only one stopper part that engages and
disengages the second detent openings and that is associated with
the seat rail of the second pair of rails, and an actuation unit
that has a hand lever and comprises actuator means through which
the hand lever is connected to the two stopper units for common
actuation of the stopper units, wherein the stopper part is a
coherent part and that is either in or out of engagement with at
least one second detent opening.
2. The safety lock catch device of claim 1, wherein the spacing
between two neighbouring second detent openings has the value z and
that the clear distance between two neighbouring stopper teeth of
the first stopper unit also has the value z.
3. The safety lock catch device of claim 1, wherein the length of a
first detent opening is double the length of a first detent
web.
4. The safety lock catch device of claim 1, wherein the width of a
stopper tooth of the first stopper unit equals the length of a
first detent web.
5. The safety lock catch device of claim 1, wherein the stopper
teeth of the first stopper unit are all built identically.
6. The safety lock catch device of claim 1, wherein the first
stopper unit is located on the side of the motor vehicle seat to
which higher belt forces are applied as compared to the other seat
side.
7. The safety lock catch device of claim 1, wherein the motor
vehicle seat is a driver's seat or a passenger front seat and that
the first stopper unit is located on the inboard side of the
seat.
8. The safety lock catch device of claim 1, wherein the first
stopper unit comprises at least three stopper teeth.
9. The safety lock catch device of claim 1, wherein the first
stopper unit comprises three stopper teeth.
10. The safety lock catch device of claim 1, wherein the stopper
part of the second stopper unit is configured to be a stopper comb
which has at least two stopper projections.
11. The safety lock catch device of claim 1, wherein the stopper
part of the second stopper unit is an integral part.
12. The safety lock catch device of claim 1, wherein the stopper
part of the second stopper unit is a rigid part.
13. The safety lock catch device of claim 1, wherein the stopper
part comprises at least two stopper projections, and wherein all of
the stopper projections are either in or out of engagement with the
at least one second detent opening.
14. The safety lock catch device of claim 1, wherein the stopper
part has a different configuration than a stopper tooth of the at
least two stopper teeth and from the at least two stopper
teeth.
15. The safety lock catch device of claim 1, wherein at least one
of the at least two stopper teeth is engaged with one of the first
detent openings in any lengthwise adjustment position of the motor
vehicle seat.
16. A safety lock catch device of a lengthwise adjustment mechanism
of a motor vehicle seat, the lengthwise adjustment mechanism
comprising a first pair of rails and a second pair of rails, each
having a bottom rail and a seat rail; and the catch device
comprising: a first detent ledge that is associated with the bottom
rail of the first pair of rails and comprises first detent openings
and first detent webs, a first stopper unit that is disposed in
proximity to the first detent ledge and cooperates therewith, that
comprises at least two stopper teeth for engaging the first detent
openings independently of one another and for disengaging therefrom
together and that is associated with the seat rail of the first
pair of rails, a second detent ledge that is associated with the
bottom rail of the second pair of rails and that comprises second
detent openings and second detent webs, a second stopper unit that
is disposed in proximity to the second detent ledge and cooperates
therewith, that comprises only one stopper part that engages and
disengages the second detent openings and that is associated with
the seat rail of the second pair of rails, the stopper part is a
coherent part and is either in or out of engagement with at least
one second detent opening, an actuation unit that has a hand lever
and comprises actuator means through which the hand lever is
connected to the two stopper units for common actuation of the
stopper units, wherein the first detent ledge has a period size P1,
the second detent ledge has a period size P2, and the period size
P1 of the first detent ledge is n-times the period of the period
size P2 of the second detent ledge, whereby n is an integer.
17. A safety lock catch device of a lengthwise adjustment mechanism
of a motor vehicle seat, the lengthwise adjustment mechanism
comprising a first pair of rails and a second pair of rails, each
having a bottom rail and a seat rail; and the catch device
comprising: a first detent ledge that is associated with the bottom
rail of the first pair of rails and comprises first detent openings
and first detent webs, a first stopper unit that is disposed in
proximity to the first detent ledge and cooperates therewith, that
comprises at least two stopper teeth for engaging the first detent
openings independently of one another and for disengaging therefrom
together and that is associated with the seat rail of the first
pair of rails, a second detent ledge that is associated with the
bottom rail of the second pair of rails and that comprises second
detent openings and second detent webs, a second stopper unit that
is disposed in proximity to the second detent ledge and cooperates
therewith, that comprises only one stopper part that engages and
disengages the second detent openings and that is associated with
the seat rail of the second pair of rails, the stopper part is a
coherent part and is either in or out of engagement with at least
one second detent opening, an actuation unit that has a hand lever
and comprises actuator means through which the hand lever is
connected to the two stopper units for common actuation of the
stopper units, wherein the second detent ledge has a period size
P2, and the period size P2 of the second detent ledge corresponds
to the clear distance between two neighboring stopper teeth of the
first stopper unit.
18. A safety lock catch device of a lengthwise adjustment mechanism
of a motor vehicle seat, the lengthwise adjustment mechanism
comprising a first pair of rails and a second pair of rails, each
having a bottom rail and a seat rail; and the catch device
comprising: a first detent ledge that is associated with the bottom
rail of the first pair of rails and comprises first detent openings
and first detent webs, a first stopper unit that is disposed in
proximity to the first detent ledge and cooperates therewith, that
comprises at least two stopper teeth for engaging the first detent
openings independently of one another and for disengaging therefrom
together and that is associated with the seat rail of the first
pair of rails, a second detent ledge that is associated with the
bottom rail of the second pair of rails and that comprises second
detent openings and second detent webs, a second stopper unit that
is disposed in proximity to the second detent ledge and cooperates
therewith, that comprises only one stopper part that engages and
disengages the second detent openings and that is associated with
the seat rail of the second pair of rails, the stopper part is
either in or out of engagement with at least one second detent
opening, an actuation unit that has a hand lever and comprises
actuator means through which the hand lever is connected to the two
stopper units for common actuation of the stopper units, wherein
the first stopper unit has a different configuration than the
second stopper unit.
19. The safety lock catch device of claim 18, wherein the stopper
part has a different configuration than a stopper tooth of the at
least two stopper teeth.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
This application claims priority to German Application No. DE 10
2005 051 726.9, filed Oct. 27, 2005, the contents of which are
expressly incorporated by reference in their entirety as part of
the present disclosure.
BACKGROUND
The invention relates to a catch device of a lengthwise adjustment
mechanism of a motor vehicle seat. Such a catch device is also
called locking device and is known in prior art from EP 408 932 B1.
The first stopper unit thereby has more than one stopper tooth,
each stopper tooth being biased in the detent position by an
elastic means. All the stopper teeth can come free via a common
disengagement device. This stopper unit has the advantage that at
least one stopper tooth always engages a first detent opening,
irrespective of the relative position between the first stopper
unit and the first detent ledge. This allows achieving a safety
lock in any case. Such a safety lock does not always provide a zero
clearance fit. In order to achieve a zero clearance lock, at least
one additional stopper tooth must engage. Such type catch devices
are also known from EP 1 316 466 A1, U.S. Pat. Nos. 4,189,957 and
5,782,138.
In the catch device of the type mentioned herein above, the two
stopper units are built identically, each being configured as
described in conjunction with the first stopper unit. Such type
stopper units mostly work continuously, they are referred to as
multiple pin locks and have proved markedly efficient, although
they are more complex than the stopper units having but one stopper
means, which is actuated as a whole during engaging and
disengaging. The latter stopper means need but one single elastic
means, which biases them into the stop position. The provisions for
disengagement are also simpler; the stopper means can be connected
directly, without slip coupling, to the actuation lever.
A catch device of a motor vehicle seat is a security-relevant part.
If a catch device is not locked or if it is locked incorrectly, the
occupant may be seriously injured in the event of an accident. This
applies in particular to safety belts fastened on the seat. On the
usually used three-point seat belt, there is provided a latch lock
system that is located on the inboard side of the front seat and is
connected to the vehicle seat, for example to the seat rail.
The purpose of the invention is to keep as far as possible the
advantages of the continuous stopper units described in the catch
device described herein above while reducing expense and costs of a
catch device.
In view thereof, the object of the invention is to develop the
catch device of the type mentioned herein above in such a manner
that the dependability of the catch is largely preserved, with the
catch device however being of simpler construction, needing less
parts and being low in cost as well.
SUMMARY
In view of the catch device of the type mentioned herein above, the
object is solved by providing an adjustment mechanism comprises a
first pair of rails and a second pair of rails, each having a
bottom rail and a seat rail, and a catch device. The catch device
comprises a first detent ledge that is associated with the bottom
rail of the first pair of rails and comprises first detent openings
and first detent webs; a first stopper unit, also called first
locking unit, that is disposed in proximity to the first detent
ledge and cooperates therewith, that comprises two stopper teeth
for engaging the first detent openings independently of one another
and for disengaging therefrom together and that is associated with
the seat rail of the first pair of rails; a second detent ledge
that is associated with the bottom rail of the second pair of rails
and that comprises second detent openings and second detent webs; a
second stopper unit, also called second locking unit, that is
disposed in proximity to the second detent ledge and cooperates
therewith, that comprises a stopper means for engaging and
disengaging the second detent openings and that is associated with
the seat rail of the second pair of rails; and an actuation unit
that has a hand lever and comprises actuator means through which
the hand lever is connected to the two stopper units for common
actuation of the stopper units.
Furthermore, the second stopper unit has only one stopper means,
which is a coherent part and that is either in or out of engagement
with at least one second detent opening.
In this catch device, the two stopper units are built differently
from each other. Whilst the first stopper unit is built as a
continuous stopper unit with at least two discrete stopper teeth,
the second stopper unit is equipped with only one stopper means,
meaning, it is not continuous, which is to say that it does not
engage in each relative position between the stopper means and the
second detent ledge. Since however the first stopper unit engages
in any relative position, the vehicle seat equipped with the catch
device of the invention is in any case safety locked after each
locking event. If a relative movement occurs, for example because
of an acceleration of the vehicle, at least one additional stopper
tooth of the first stopper unit engages so that the first stopper
unit assumes a position in which it provides full stop, with the
second stopper unit also engaging on its own at need, its stopper
means cooperating with at least one second detent opening. Further,
the second stopper unit has only one stopper means, which is a
coherent part and that is either in or out of engagement with at
least one second detent opening.
The detent openings are arranged periodically. The period size P1
on the first detent ledge is an integer multiple of the period size
P2 of the second detent ledge. This makes it possible to design the
two different stopper units in such a manner that they stop at the
same sites.
The catch device also has the advantage that the force felt at the
hand lever while releasing the lock makes less jumps or steps
during shifting than with the prior art catch device. Jumps occur
when not completely engaged stopper teeth of a first stopper unit
are pulled to come free. On the second stopper unit, no jump occurs
since here the stopper means must always be completely moved from
the stopping position into the release position. With a multiple
pin lock as it is provided in the first stopper unit, jumps may
occur for the third, fourth stopper tooth and so on.
BRIEF DESCRIPTION OF THE DRAWINGS
Other features and advantages of the invention will become apparent
upon reviewing the other claims and the following non restrictive
description of embodiments of the invention, given by way of
example only with reference to the drawing. In the drawing:
FIG. 1 shows a perspective view of a motor vehicle seat;
FIG. 2 shows a perspective representation of a catch device and of
two pairs of rails;
FIG. 3 shows an end view of a first pair of rails with a first
detent device and an associated first detent ledge;
FIG. 4 shows an end view like FIG. 3, now showing a second pair of
rails with the second stopper unit and the associated second detent
ledge;
FIG. 5 shows a sectional view taken along section line V-V of FIG.
3;
FIG. 6 shows a sectional view taken along section line VI-VI of
FIG. 4; and
FIG. 7 shows a sectional view like FIG. 5 but now for a first
stopper unit with two stopper teeth.
DETAILED DESCRIPTION
The FIGS. 1 through 6 show a first exemplary embodiment of the
catch device, FIG. 7 shows a second exemplary embodiment.
FIG. 1 shows a vehicle seat 20 that is for example a vehicle seat
or a passenger front seat. It can be adjusted lengthwise in a
longitudinal direction 22, a lengthwise adjustment mechanism being
provided for this purpose. The mechanism has a first pair of rails
24 with a first bottom rail 26 and a first seat rail 28 as well as
a second pair of rails 30 with a second bottom rail 32 and a second
seat rail 34. As can be seen from the Figs., the profiles of the
rails 28 through 34 on either seat side largely coincide, the only
differences concerning parts which are incorporated in, or mounted
on the pairs of rails 24, 26. The two bottom rails 26, 32 of the
longitudinal guide are fastened to an underbody 35. The first pair
of rails 24 is located on the right seat side where there is also
located a lock 36 of a three-point safety belt that has not been
illustrated herein.
The catch device has a hand lever 38 that is connected to a
pivotally carried tie bar 40 connecting the two seat rails 30 and
34. Actuation means in the form of actuation arms 42, which are
resting on disengagement levers 48, are connected to the tie bar
40. Each of these levers belong to stopper units, namely to a first
stopper unit 50 and to a second stopper unit 52. In FIG. 2, only
the first stopper unit 50 can be seen, it is configured to be a
multiple pin locking unit. Three stopper teeth 54 can be seen. The
second stopper unit is substantially housed in the interior
cavity.
The stopper units 50, 52 are respectively connected to the
associated seat rail 28, 34. For this purpose, openings or bearing
means are provided in the seat rail. Each stopper unit 50, 52
cooperates with a detent ledge that is associated with the
respective stopper unit. A first detent ledge 56 is provided for
the first stopper unit 50, it has first detent openings 58 and
first detent webs 60. A second detent web 62 is provided for the
second stopper unit 52, it has second detent openings 64 and second
detent webs 66. The first detent ledge 56 is formed by a bottom web
of the profile of the first bottom rail 26. The second detent ledge
62 is formed by a free end of a U-shaped profile of the second
bottom rail 32, in which substantially rectangular bight portions
are cut, forming the second detent openings 64. Therein between
webs remain, which form the second detent webs 66.
Every single stopper tooth 54 of the first stopper unit 50 is
biased in the engagement position in which the stopper tooth 54 is
shown in FIG. 3 by an elastic means 68 in the form of a helical
compression spring. All the stopper teeth 54 can be pulled all
together to come free against the force of the respective one of
the elastic means, a disengagement comb 70 being provided, which is
connected to the associated disengagement lever 48 and can be
pivoted together therewith. As shown in FIG. 3, the discrete
stopper teeth 54 extend through openings in a sheared metal sheet
72.
The disengagement lever 48 of the second stopper unit 52 integrally
merges into a stopper means 74 that has four comb-like arranged
stopper projections 76 which cooperate with the second detent
openings 64, see FIG. 6. Like in FIG. 4, the locked condition is
shown. In a U-shaped profile of the second seat rail 34 there are
provided perforations through which the stopper means 74 extends;
they have the same function as the sheared metal sheet 72
described.
In the Figure Sheet 2/2, the FIGS. 3 and 4 as well as the FIGS. 5
and 6 are positioned with respect to one another like in a mounted
vehicle seat. The FIGS. 5 and 6 in particular show how the stopper
units 50, 52 are confronting each other. In the exemplary
embodiment shown, the stopper means 74 is made from one piece. It
may also be made from a plurality of pieces that are rigidly
connected together. Out of question is an implementation in which
the stopper projections 76 are movable independent of each other.
If the stopper means 74 is described as being an coherent part,
this is to be understood in such a way that the stopper projections
76 can only be moved together and that, mechanically speaking, they
are preferably rigidly joined together.
The two stopper units 50, 52 are matched in such a manner that the
two actuation arms 42 must describe the same downward path in order
for them to move the stopper teeth 54 or the stopper means 74 into
the release position. If however the actuation arms 42 do not have
the same length but different lengths instead, a transmission ratio
can be achieved so that the actuation paths of the two stopper
units 50, 52 can be different. The detent ledges 56, 58 are
periodic, with the respective detent openings 58, 64 and the detent
webs 60, 66 having a periodic arrangement. The period size of the
first detent ledge 56 is P1, the period size of the second detent
ledge 62 is P2. In the first exemplary embodiment, three stopper
teeth 54 are provided, which are equally spaced in the longitudinal
direction 22. The clear distance between two neighboring stopper
teeth 54 has the value z. The value z is the spacing between two
stopper projections 76. The period size P2 has the same value.
In the exemplary embodiments, the respective detent openings and
detent webs of each detent ledge are built identically. It is
possible to build a detent ledge with alternating short and long
detent openings, such a detent ledge also having a period.
Basically, all the spacings between the stopper teeth 54 and the
stopper projections 56 that have been described can be enlarged by
m times the respective period size, with m being a natural
number.
In the exemplary embodiment of FIG. 7, only two stopper teeth 54
are provided instead of three. Regarding the geometry, the reader
is more specifically referred to the already mentioned U.S. Pat.
No. 4,189,957. In this document, he will also find the formulae for
the spacing between the two stopper teeth 54, their width, the
arrangement of the first detent opening 58 and of the detent webs
60. Now, the period size P1 is smaller than in the implementation
of FIG. 5, it now only is double, instead of triple, the period
size P2.
The free ends of the stopper teeth 54 may be bevelled, as shown in
FIG. 3 by a conical point. This allows for locked conditions at
these bevels, such conditions being shown e.g., in EP 4 089 32 B1.
In such locking conditions, the two detent openings 64 on the other
seat side are not exactly opposite the stopper means 74. However,
the vehicle seat has certain elasticity. As a result, a certain
offset between the locking positions of the two seat sides is
admissible. It may for example be of at least one millimeter.
* * * * *